Releasing device for air brakes



Aug.26, 1930 v P. E. QFULWIDER 1,773,987

RELEASING DEVICE FOR AIR BRAKES Filed May 18, 1929 2 Sheets$heet l Eil.

' I INVENTOR. BE FuYWideQ ATT 7 Aug. 26, 1930. P. E. FULWIDER' 1,773,937

RELEASING DEVICE FOR AIR BRAKES Filed May 18, 1929 I 2 Sheets-Sheet 2 INVENTOR.

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BY W ATTORNE" Patented Aug. 26, 1930 UNITED STATES PERLEY E. runwrnnn, F sranxs, NEVADA nEL AsING DEVICE ron A R BRAKES Application filed May 18, 1929. Serial'No. 864,194.

This invention relates to a releasing de-' for its rimarv ob'ect to rovide in a man-1 Ev her as hereinafter set forth, a positive means for automatically releasing the brake applied to a car at rest, upon the application of a moving force to the car. I

A further object of the invention'is to provide a device for the purpose aforesaid, by means of which a train of cars equipped therewith may be expeditiously moved from a state of rest without likelihood of sliding the wheels of the cars, thereby materially reducing the wear on the wheels and increasing the life thereof.

A further object of the invention is to pro vide a device of the character aforesaid, by means of which the necessity of hand bleed- 2 ing of brake cylinders may be eliminated,

thereby materially reducing the expense and time in connection with switching operations in railroad yards.

\Vith the foregoingand other objects in view. the invention consists of the novel construction, combination and arrangement of parts as hereinafter more particularly described, and as illustrated in the accompanying drawings wherein is shown an em- 3 bodiment ofmy invention, but it is to be understood that such description and drawings are to be taken as illustrative and that the invention is intended to be limited only by the scope of ,the claims hereunto appended. In the accompanying drawings in which like numerals are employed to designate likeparts throughout the same:

Figure 1 is a vertical sectional view of.

-- my releasing device showing the relative position thereof with respect to a journalbox andbralie cylinder. I

Figure 2 is a section taken on line 2+2 of Figure 1. V i

Figure 3 is a section taken on line 3-3 of Figure 1. Figure 4 is a section taken on line Figure 1. i

Figure'5 is a section taken on line5-.,-5 of Figure 1.

f One end of Figure 6 is a section taken on line 6-6 of Figure 1.

Figure Figure 1. y Y

' Referring to the drawings in detail, a journal box and brake cylinder are illustrated conventionally and designated respectively by the numerals 1 and 2. My invention consists of a fluid pressure controlling mechanism associated with the journal box and a fluid pressure controlled valve" mechanism associated with the brake cylinder.

Positioned within the ournal box is a journal flange 3 the periphery i of which is in the form of a circle, having a fiat portion 5, whereby such'periphery provides a cam.- Seis a section taken on line 7-7 of cured to the'journal box 1 in any suitable manner is a horizontally disposed cylinder 6, which is formed at its inner end with a re duced extension 7 extending through the wall of the journal box. The extension 7 is hol low and extending therethrough is a pistonv rod 8. The rod 8 also extends through a suitable packing-cap 9 threaded on the free end of the extension.

The outer end of the cylinder 6 is closed by means of ahead 10, which is provided with a reduced extension 11 of cylindrical formation. The extension 11 is externally threaded for engagement with a cap 12 which provides a chamber 13 between the V inner" face of the outer end thereof and the outer end of the extension 11. The cap 12 is provided at its outer end with a cylindrical, externally threaded extension 14 for engagement with acoupling 15 for a fluid pressure line 16, which is adapted for connection with a train fluidfpressure line, not shown. :The interiorsof the extensions .14 and ll respectively open through the cap 12 and head 10 i whereby communication is established between the. line .16 and the interior of the cylinder .6. Q p m i y 7 I y the piston rod 8 terminates withinthecylinder 6 and spaced from such end, the rod is provided with a'piston indicated generally by the numeral 17 In the embodiment herein illustrated the piston 17 consists of; a circumferentially extending flange 18'on the rod 8, a flexible washer 19 bearing against the flange 18, a rigid washer 2O bearing against the washer 19, and a nut 21 threaded on the end of the rod 8 for maintaining the washers in position. The washer 19 is preferably formed of leather and 'is of greater diameter than the inner diameter of the cylinder 6. A peripheral portion of the washer 19 extends across the periphery of the washer 20, which is preferably formed of metal. The rod 8 is formed with a centrally disposed port 22 which opens at one end through the outer end of the rod 8 and extends throughout, a portion of the length of the latter in a longitudinal direction. The opposite end of the port 22 merges into a right angularly disposed port 23 which opens through the peripheral facev of the rod 8 into theinterior of the cylinder '6. The outer ends of the ports 22 and 23 respectively are disposed on opposite sides of the; piston 17.

Extending through the head 10 and extension 11 is a plunger 24 which is provided at its inner end with a head 25 disposed within the cylinder 6 and formed with a beveled forward face 26. The outer end of the port 22 is flared as indicated at 27 to provide a seat for the beveledface 26. The

plunger 24 is provided at its outer end with a head 28 which is disposed within the chamber 13 and formed with a beveled forward face 29. The opening, throughthe extension 11 is flared at its outer end as indicated at 30 to provide a seat for the beveled face 29. Encircling the plunger 24 is a coil spring 31, the respective ends of which abut the rear face of the head'25 and a shoulder 32 formed in the wall of the opening through the head 10. l I

Leadin from the cylinder 6, adjacent the '-inner end thereof, is a fluid pressure connected with the brake cylinder 2 by means of a suitable pipe 36 and is closed at its lower end by means of a head 37. Disposed within the cylinder 35 is a piston 38'frointhe Y lower face offwhich depends a substantially bell shaped projection 39. The piston 38 is adapted to reciprocate between the head 34 and a shoulder 40 formed in theinner wall of the cylinder 35. through the head 37 is an opening 41, the upper end of which is encircled by a seat 42 for a ball valve 43. When the piston 38 is positionedv against the shoulder 40, the projection 39 bears againstthe' ball valve-43 and maintains the latter in position on the seat 42 to close the opening 41. The lower face of the head 34, centrally thereof, is substantially doine shaped as indicated at 44, and circuinferent-ially of the dome shaped portion 44, the lower face of the head 34 is flat, as indicated at 45, to provide a seat for the. upper faceof the piston 38; {Extending the .acti on Extending vertically through The a escape valve 47. The inner end of the opening 48 which establishes communication between the line 33 and the interior of the cylinder 35 is disposed centrally of the dome shaped portion 44 of the inner face ofthe head 34.

I the operation of my releasing device, a pressure medium such as compressed air is admitted thereto through the line 16. During such periods as the piston rod 8 is in engagement with the curved portion of the cani 4, such air passes to the interior of the cylinder 6, where it is obstructed by the piston l7. li hen the flat portion 5 of the cam 4 brought into engagement with the piston rod 8, the plunger 24 is moved inwardly by of the spring 31, to force the beveled face 29 aga' at the seat 30, thereby pre venting anymore air from passing the chain. ber 13. At the same time, the pressure of the airagainst the piston 17 forces the seat- 7 portion of the cam 4 is again brought into engagement with the piston rod 8, the seat 27 is moved into engagement with the beveled face 26 and the plunger 24 is forced outwardly the compression of the Sflll. move the beveled face 29 away at 30, wherebymoreair is admitted to the cylinder 6.

When is admitted through the line 33 A check valve, indicated,

" root-ion of he cylinder 6. Nhenthe to the cylinder-.35, the piston 38 is forced downwardly until the projection 39 rests on theiball vali 'e whereby the latter is maintained on its seat 42; So long as the cam 4 continues to rotatefair willbe admitted totne cylinder 35' as above set forth, eachtime the fiat portion '5 of the cam 4 is brought into engagement with the piston. rod 8, and such air is permitted to leak from the cyllnder 35,

4 being brought to a state of rest, no more an will be permitted to pass the piston 17, and the escape valve 47 is preferably so adthe escape valve 47. I Upon the cam justed to permit the air within the cylin-- der 35 to escapein approximately sixty sec- Yonds, after which the air withinthe brake 'cylir er 2 will force the piston 38'upwardlv to remove the projection 39 from the-ball valve 40, If desire. the adjustable valve 47 beomitted an d the opening 46 formed ofasize suitable to provide an escape valve.

ir within the brake cylinder 2 will coutinue to brake the car in the usual manner so long as the car remains at rest but as soon as a moving force is applied to the car, the shock imparted thereto Will jerk theball valve 43 from its seat, thereby permitting the air to escape from the brake cylinder 2, through the opening 41 in the head 37.

It is thought that the many advantages of areleasing device in accordance with this i11- vention will be readily apparent, and although the preferred embodiment of the invention is as illustrated and described, it is to be understood that various changes in the details of construction maybe resorted to, so long as such changes fall within the scope of the invention as defined in the appended claims.

hat I claim is:

1. In fluid pressure brakes for railway trains, a releasing device for the brake cylinder comprising a'valve mechanism for establishing communication between the brake cylinder and the atmosphere and including a valve normally closing such communication and shiftable to open position by shock imparted to the train when at rest upon the application of a moving forceto the latter, said mechanism further including a pressure operated means acting on said valve to maintain the same in closing position during the application of the brakes, a fluid pressure controlling mechanism for communication with the fluid pressure line of the train and includ ing a cam and spring operated valved means for intermittently establishing such communication when the train is in motion, a fluid pressure conducting line leading from said pressure controlling mechanism to said valve mechanism, said valved means having a valve controlled port to provide intermittently for the passage of fluid through said conducting line, and an escape valve for said valve mechanism to relieve the pressure from said pressure operated means when the train is at rest.

2. In fluid pressure brakes for railway trains, a releasing device for the brake cylinder comprising, a valve mechanism for establishing communication between the brake cylinder and the atmosphere and including a valve normally closing such communication and shiftable to open position by shock imparted to the train When at rest upon the application of a moving force to the latter, said mechanism further including a piston for engagement with said valve, a fluid pressure cont-rolling mechanism for communication with the fluid pressure line of the train and including a cam and spring operated valved means for intermittently establishing such communication when the train is in motion, a fluid pressure conducting line leading from said pressure'controlling mechanism to said valve mechanism, said valved means having a valve controlled port to provide intermittent-1y for the passage of fluid through said conducting line for maintaining said piston in engagement with the valve in said valve mechanism when the train is in motion, and an escape valve for said valve mechanism'to relieve the pressure from said piston when the train is at rest. i

3. In fluid pressure brakes for railway trains, a releasing device for the brake cylinder comprising, a valve mechanism for establishing communication between the brake cylinder and the atmosphere and including a valve normally closing such communication and shiftable to open position by shock imparted to the train When at rest upon the application of a moving force to the latter, said mechanism further including a pressure operated means acting on said valveto maintain the same in closing position during the application of the brakes, a fluid pressure control ling mechanism for communicatlon with the conduct-ing line leading from said pressure controlling mechanism to said valve mechanism, said cam operated member "having a.

port intermittently closable by said valve member to provide intermittently for the passage of fluid through 7 said conducting line, and an escape valve for said valve mechanism to relieve the pressurefrom said pressure operated means When the'trainis at rest,

Lln fluid pressure brakes for railway trains, a releasing device forlthebrake cylinc er comprising, a valve mechanism .for ese tablishing communication between the brake cylinder and the atmosphere and including a valve normally closing such COHlIIlllnlCtllilOIl and shiftable to open'position by shock imparted to thetrain when at rest upon the applicationof a moving force to the latter, said mechanism further including a pressure, operated means acting on said valve to maintain the same in closing position during the application of the brakes,a fluid pressure controlling mechanism for communication with the fluid pressure line of the train and including a spring controlled valve member normally closing such communication, a slidable memline leading from saidpressure cont-rolling mechanism to said valve mechanism, said slidable member having a port intermittently closable by said valve-memberto provide inas i termittently' for the passage'of fluid through said conducting line, and an, escape valve for said valve mechanism to relieve the pressure from said pressure operated means when the train is at rest. r

5. In fluid pressure brakes for railway trains,a releasing deviceiior the brake cylinder comprising, a valve mechanism for establishing communication between the brake cylinder and the atmosphere and including a valve normally closing such communication and, shiftable to open position by shockirnparted to the train when at rest upon the application of a moving force to the latter, said mechanism further including a pressure operatedineans acting on said valve to maintain the same in closing position during the application or" the brakes, a fluid pressure conducting line leading to said valvemechanism, a cam operated pressure controlling mechanism for intermittently passing fluid from the fluid pressure line of the train to said conducting line when the train is in motion, and an escape valve for said valve mechanism to relieve the pressure from said pressure operated means when the train is at rest.

6. In fluid pressure brakes for railway trains, a releasing devicefor the brake cylinder comprising, a valve mechanism for establishing communication between the brake cylinder and the atmosphere and including ca valve normally closing such communication and shiftable to open position by shock imparted to the train Whenat restupon the application of a moving force to the latter, said mechanism further including a pressure operated means acting on said valve to maintain the same in closing position during the application ofthe brakes, a fluid pressure conducting line leading to said valve mechamenu, a cam operated pressure controlling mechanism forinterinittently passing fluid from the fluidpressure line of the train to said conducting line when the train is in motion, and an escape valve for said valve mechanism to relieve the pressure from said pressure operated means when the train is at rest, said valve mechanism including a cylinderhaving interior in communication with the interiors of the brake cylinder and said conductingline, and a piston disposed within the cylinder between the points of saidcommunication and constituting saic pressure operated means. i -7 Q1 \Y'nC'F11* .l"n1' 1 '1' in 1 mo. procaine era r98 r01 aiway trains, a releasing device for the brake cylinder comprising, a valve mechanism ior establishing communlcation between the brake cylinder and theatriosphere and including a valve normally closing such communicat tion and shiitable to open position by shock imparted'to the' train when at rest upon the application of a moving force to the latter, said mechanism furtherincluding a pressure operated means acting on said valve to maintam the same in closing position during the cylinder and opening at opposite sidesof the piston, a spring controlled valve member normally closing said conduit and actuated by the piston rod to intermittently open the conduit, said valve member coacting With the piston rod to close said port when the conduit is open, and an escape valve for said valve mechanism to relieve the pressure from said pressure operated means when the train is at rest.

In testimony whereof, I aflix my signature hereto. 7 V

PERLEY E. FULWIDER. 

